Have a hybrid 4lt anything special about them...the head is AU ,and the valve stem dia look so small .do they let go .anything special elsewhere ,whats your thoughts on the springs,what reves dont i take it past if i put in as is...many thanks
Nothing Special, AU Head, AU crank, larger main bearing than the E series, still has a dizzy.
Joined: 11th Nov 2004
They don't have an AU head.
They have an EL head with 7mm stem valves, the exhaust valve is still 39mm, not 41mm like the AU.
They also have conical valve springs and the rockers are a 1.8:1 ratio, that is all.
The crank is also NOT an AU crank, similar yes, actual AU part, no.
Tech notice issued to ford dealers.
4.0L Engine Revision
As of January 1998, EL Falcon will be fitted with a revised I6 engine. The revision will be completely transparent as far as the Customer is concerned (no change to engine appearance, power output fuel economy, service requirements, etc). It will also be transparent to you as far as basic engine maintenance and diagnostic procedures are concerned.
However, where internal engine repairs are to be performed, it is important that the Technician realises the difference and is aware of the unique engine re-assembly procedures and specifications.
Interchangeability of parts between the old and the new level engines is not possible except where replacement part numbers are unchanged. Do not attempt to fit new level parts to the new engine, or vice versa.
There will be a period during January 1998 when both the old and the new level engines will be used at the Assembly plant. Thus the vehicle build date may not necessarily identify the level of engine fitted to the vehicle.
Old level engines can be identified by a 95DA of 95DT casting on the cylinder head and a 96DA casting on the engine block.
New level engines can be identified by a 96DA or 96DT casting on the cylinder head and a VR2A casting on the engine block.
Note: Approximately 1,600 of these new engines will have the old level head and valvetrain fitted. The same idetification method may be used to individually identify new/old level heads.
Generally speaking, the engine dissassembly/assembly procedures are unchanged. The main difference is the size and shape of various internal components. It is important that only new level components are used as replacement parts as in many cases the old level parts will not fit or will lead to the failure of other components.
With respect to major engine repairs, the main points that you will need to keep in mind are:
-revised hardware tightening torque specifications (some components are now ‘torque to yield’).
-revised bolt tightening sequences.
-revised camshaft-to-crankshaft timing procedure.
Lash Adjuster Removal
The procedure for lash adjuster removal is unchanged. However the retaining ring has been deleted so that the piston may separate from the main body during removal if care is not taken. It is still recommended that the lash adjuster not be dismantled.
The following list identifies the upgraded parts used in the Falcon I6 engine
-Engine Block (identified by VR2A casting instead of 96DA)
-Idler Sprocker Bolt (black finish)
-Crankshaft Main Bearing Caps
-Con Rod Nuts & Bolts (WR2A stamped on bolt) – torque to yield
-Flywheel Bolts (auto trans only)
-Cylinder Head (identified by 96DA or 96DT casting insted of 94DA or 95DT)
-Camshaft Sprocket Bolt (black finish)
-Inlet and Exhaust Valves, Guides, Springs and Stem Seals
-Rocker Arms and Washers
-Rocker Shafts and Supports
Torque To Yield. Components MUST be discarded and replaced if removed or loosened.
-Con Rod Nuts : 25Nm, then rotate an additional 90 degrees.
-Camshaft & Idler Sprocket Bolts : 20Nm, then rotate an additional 40 degrees.
|Who is online|
Users browsing this forum: Facebook [Bot] and 22 guests